Adjustable speed control device



ISpi. 20, 1938. 5l F, BAKER 2,130,578

ADJUSTABLE SPEED CONTROL DEVICE Filed April 6, 1955 am gw .E55 Jcorr EA/rE/ Patented e Sept. 20, 1938 UNITED STATES PATENT OFFICE' ADJUSTABLE SPEED CONTROL DEVICE scott F. Baker, .amestohwn, N. Y.

Application April 6, 1935, Serial No. 15,139

-s claims.

of the vehicle manufacturer to produce a foot l rest adaptable for all kinds of operators and also .to poor road conditions. The present invention has been developed for the purpose of providing means by which to maintain a substantially uniform 4speed in a motor vehicle.

The invention takes the form of a. device which is operable to open a carburetor throttle valve to fa predetermined'degree. The ldevice is adjust able to vary the degree of opening of the carburetor throttle valve and thereby increase or decrease the set speed of the motor vehicle ac' cording to the desire of the operator and for this reason is unlike the conventional motor governor. Connection with the carburetor control is had through linkage so arranged that the motor vehicle operator may shift his foot from the constant speed devices control to the conventional accelerator pedal and, although the device may be set for a moderate constant speed, increase the speed of the vehicle any desired extent beyond the device setting. Furthermore, should it be found desirable to decrease the speed from the \setting of the device, removal of the operators foot from the devices control to the accelerator will automatically disengage the device and allow i 4o conventional use of the accelerator.

, The present invention is therefore directed to and has for its objects the provision of means for actuating the speed control mechanism of a motor vehicle; adjustable means for varying the degree of actuation of the speed control mechanism; means permitting use of the speed control mechanism independently of the actuating device;'and, means for setting the device to any desired acceleration limit. Other and further objects and advantages of the `invention will be more fully understood from `a consideration of the following specification taken in conjunction with the accompanying drawing in which, Figure 1 is a side elevation of the invention installed for use in a motor vehicle;

`Figure '2 is an enlarged view partly in section of the actuator and connection with a carburetor control; 00 Figure 3 is an enlarged sectional view of the kwhich a pivot pin 25 projects.

(Cl. l23-108) operator for actuating a conventional speed con-l trol;

Figure 4 an enlarged sectional view of the adjusting device by which to vary the acceleration limit; 5

Figure 5 is a front view partly in section of the connecting elements or links between motor carburetor control and the actuator;

Figure 6 is a perspective view of the adjustable stop for the actuator; and 10 Figure 7 is afurther fragmentary perspective view showing the connecting means which makes possible actuation of the carburetor control in'- dependently of the actuator.

Referring to the drawing, the invention is 15 shown applied to a motor vehicle generally indicated by the reference numeral I0. The showing of the vehicle includes a motor II, carburetor l2, iloor board I3, and instrument panel il. An accelerator pedal or button I6 projects through m the floor board I3 and connects through linkage I'I and rod I8 with the carburetor I2. Mounted on the motor I I in any suitable manner as by a bracket 20 is an arm 2|. One end of this arm is supported for pivotal movement on the bracket by means of a pin 22. The other end 25 of the arm 2I is formed with a slot 24 through The head 2i .of the pin 'may be slightly recessed to receive the rod I8. A clamping bracket supports the pin 22 3o and takes the form of plates 28 and 29. The plate 28 has a central recess 30 in which the head 26 of the pin 25 is locatedand the plate 29 is formed with a slight depression which partially receives the rod I8. The plates 28 and 29 are 35 drawn together to frictionally engage the rod I8 between the head 26 and plate 29 by means of bolts 32. A further arm 33 is pivotally mounted at one end on the pin 22. The pivoted end of this arm lies immediately adjacent the arm 2i and is 40 formed with a flange 34 which overlies one edge of arm 2 I. From the structure thus far described, it will be evident that forward movement of the free end of the arm 33 about the pivot pin 22 or as shown in the drawing, movement to the 45 right, will cause arm 2I to move to the left by reason of the contact of flange 34 with said arm. In other words these elements function as one about a common pivot 22 in this direction. It will also be noted, however, that arm 33 may be 50 moved toward the left of the drawing without causing arm 2l to be actuated and that arm 2l may be actuated beyond the actuation caused by arm 33 independently of said arm.

4Secured in any suitable manner to the motor I I, 55 as by a stud 36, is a bracket 31. This bracket includes a flanged portion 33 which provides a. horizontal guideway 39. A plate 40 projects through the guideway 39. One end of the plate is formed with a' spaced return bent ange 42 n to. which an angle plate 43 is joined by means of a pivot pin 44. One flange of the angle. plate 43 projects laterally beyond the flangevr42. The other flange of the plate 43 is so joined to iiange 42 that said'plate can not swing downwardly about the pin 44 beyond the position shown in Figure 4 of the drawing. The upper edge of this flange of the plate 43, however, is curved at 45 to permit upward swinging of theplate. The free end of arm 33 terminates in al return bent flange 41 which is spaced to provide a recess 48. Through this nrecess'projects the flattened end 48 of a rod .58.

Connection is had between arm 33 and rod 58 by a pivot pin 5I. The outwardly `projecting flange of the plate 43 is directly inlthe path of the arm- 33 and serves as a stop to limit movement of said arm when actuated by the `rod 58.

Attached to the motor II, preferablyl toward the rear, is a cylinder 53 (see Figures 1 and 2). This cylinder is preferably rounded at its closed end 54 and formed Vwith va centered threaded opening 55. Engaged with the walls of the opening is a pipe connection 56. The open en d of the cylinder terminates in an outwardly directed annular flange 58 against which a cover plate 58 is mounted. The cover plate -is secured to flanges 58 by screws 68. Secured to or formed integral with the outer face of the plate 58 is a collar 62 which includes two different diameter openings.

The rod 58 projects through the collar 62 and a corresponding opening 53 in the cover plate 58into the cylinder 53. In the larger of the two openings ofthe collar a suitable packing 54 may be located. 'Ihe end of the rod 58 lying within the cylinder 53 is fitted with a piston 56 which may include a pair of metal discs 61 spaced apart by.

a leather or other flexible d isc '68, the entire set of discs being mountedV on the endV of the rod and secured by a nut 68.` A flapper valve 18 is provided in the cover plate 59 for the purpose of maintaining atmospheric4 pressure within the cylinder when the piston 55 moves from right to left.

Mounted on the iloor board I3, or at any other conveniently accessible place within the vehicle, is an operator generally indicated by the numeral 1I. This operator comprises a` housing 12 in which a cylindrical opening 13 is made. A plate 14, having a centered opening 15 of a diameter less than that of the opening 13, is mounted on one end of the housing 12 and for convenience may be held in place by screws 11 which also secure the housing to the floor board I3. The lower end of the opening 13 may be closed by a screw plug 18. Diametrically opposite threaded openings 18 aremade in the housing 12. One of these openings receives a'nipple 8| with which is connected a pipe 82 that in turnisjoined to the connection 55 of thecylinder 53. The other opening in the housing 12 is fitted with a nipple 84 with which apipe 85 is connected. The pipe 85 terminates in the intake manifold 86 of the motor II. Mounted in the opening 13 is a valve 81. Adjacent the lower end ofthe valve, an annular recess 88 is provided. Above thewails of the re cess the valve ,is formed with-a ilattened portion 88. A reduced diameter stem 8| projects through the opening 15 ofthe plate 14 and is fitted with a button 82. Between the underside of the button and the plate 14 `is located a compression spring 83. It is to be noted that when the button 82 is not depressed against tension of the spring 83 and the valve 81 is in the position shown in the drawing, direct connection between the cylinder 53 and the intake manifold is `had through pipes 85 and 82. The vacuum in the intake manifold exerts a pull on' the piston 65 moving it to the position shown in ,the drawing against tension of a spring 85 which is connected with the flattened portion 48 on the rod 58.4 When the motor II'is in operation the vacuum in pipe l2 is substantially uniform and will hold the piston and rod 58 vas shown in the drawing. Since arm 33 is pivotally joined to rod 58, it will assume an inoperative position when the rod 58 and piston 55 are in the position shown in the drawing. Thus rod I8, connecting the carburetor control through linkage I1 vwith the accelerator I5 may be freely manipulated and arm 2| may pivot about the pin 22 uindependently of arm 33.

Attached to the instrument panel I4, or any -other suitable place as by screws 88, is a box 88.

This box houses the adjusting mechanism which comprises a shaft |8I, the ends of which are supported in the vertical walls of the box. The fore Ward end of the shaft I8I projects through suitable openings in the box 98A and panel I4 and has attached thereto a lever |82. If the box 98 is mounted at the rear of the panel, said panel may be provided with suitable indicia |83 located adjacent a iinger |84 of the lever |82. Adjacent the rear of the box and keyed on the shaft |8I is a gear |86. vA smaller gear |81' is also mounted in the box, being supported by one wall of the box and a partition therethrough which is spirally threaded to receive and mesh with a rod II8. Theouter end of the rod |I8 is coupled with a flexible shaft by means of a coupling which in the present showing includes a bracket I|2 secured to the rod in any suitable manner as by a screw |I'3. The side walls of the bracket are taperedand the end wall slotted to reccivethe head |I5 of a bar 6. The outer end of the bar is recessed and threaded to receive the threadedlend of the flexible shaft III. A suitable lock nut |I1 prevents accidental disengagement of the shaft from thebar. Any suitable housing II8 may enclose the shaft III, the other end of which is connected with one end of the plate A48.

vThe structure of the device having beendescribed, the operation thereof is asfollows. It may be assumed for purposes of explanation that i the adjusting lever on the instrument panel |4 has been rotated to limit the speed of the motor vehicle to forty miles an hour'. When the lever |82 is rotated for this purpose, gears |86 and |81 are likewise rotated and rod ||8 and flexible shaft III moved eitherinwardly or outwardly to adjust the plate 48 to the position shown in Figure 2 of the drawing. 'I'he motor II may or may |88. Ihe gear |81 has an opening l not have been running during this adjusting. If

J 85 and 82. This vacuum is suilicient to draw the piston 66 to the extreme left of the cylinder 53 against tension of the spring 85. The accelerator pedal I5 may be depressed to move the linkage I1 and rod I8 for the purposerl of opening the throttle valve of carburetor I2.r- This action causes arm 2|, secured to rod I8, to pivot about the pin 22 independently of arm 33. When the motor vehicle has nearly attained the desired maximum speed namely, forty miles an hour, or at any time prior thereto, the operator of the vehicle may shift his foot from the accelerator pedal I6 to the'operator button 82. 4When he depresses the button 82, valve 81 closes the passageway between pipes 85 and 82 thus cutting o the vacuum in cylinder 53 which is holding piston 66 in the position shown in the drawing against tension of the spring 95. To facilitate breaking the vacuum in the cylinder 53 the portion 89 now connects pipe 82 through port 90 with the exterior of the operator. The piston 66 two operative positions with the valve 81 either opened or closed. Thus when the vehicle has attained the desired speed, no further opening of the carburetor I2 is possible through this mechanism. If it is desired to increase the speed to fifty miles an hour, the lever |02 is rotated to the fifty marker, such rotation advancing the ilexible shaft |0| and moving plate 40 farther to the right. This permits arm 33, under tension of spring 95, to move farther to the right and simultaneously moves arm 2| to advance rod 8 and further open the carburetor. It may be found desirable if the adjusting mechanism is set for a limit of thirty miles an hour to momentarily increase the speed to avoid an accident or for any other reason. The operator merely removes his foot from the button 92 and places it upon the accelerator pedal I6. Removal of pressure on the button 92 permits spring 93 to withdraw the valve 81 opening the connecting passageway between `pipes 82 and 85 and allows the intake vacuum of the motor to move the piston 66 to the position shown in Figure 2, thus breaking the unified action of arms 33 and 2| and rendering the attachment ineffective.

Although applicant has shown only one modiiicatlon of the invention including linkage, actuator, operator, and control, it is obvious that other modifications or adaptations of the invention may be made without departing from the spirit and scope of the invention as defined in the hereunto annexed claims.

Having thus set forth my invention what I claim as new and for which I desire protection by Letters Patent is:

1. Adevice for actuating a speed control comprising linkage connected with and adapted to advance said control, means acting to move said linkage, further means for varying the extent of action of said means on said linkage, and a vacuum motor connected with and adapted to render said linkage ineffective to actuate said control.

2. A device for actuating a speed control comprising a pair of pivotally connected arms, said arms being movable as one to advance the controll one of said arms being connected with said direction, a vacuum motor connected with and adapted to move one of said arms in one direction, spring means normally tending to move said one arm in a direction contrary tothe direction of movement of said arm when actuated by said vacuum motor, and valve means for shutting oi said motor whereby to permit said spring means to actuate one of said arms in a direction to connect and rotate both arms and advance said speed control.

4. A device for actuating a speed control for motor vehicles including a vacuum motor, means operable to render said motor inoperative, linkage connecting a reciprocating part of said motor with said control, a spring connected with said reciprocating part and functioning to actuate said linkage to advance said control when said` motor is rendered inoperative.

5. A device for actuating a speed control for motor vehicles including a vacuum motor, a reciprocable rod projecting from said motor, means operable to render said motor inoperative, linkage connecting said rod with said control, a spring connected with and normally actuating said linkage to advance said control when said motor is inoperative, and means for limiting the extent of advancement of said control through said linkage.

6. In a device for actuating a motor vehicle speed control, a vacuum motor, a reciprocable element on said vacuum motor, means connecting said element with said control, said motor functioning, when the motor of said vehicle is in operation, to move said means to ineffectual position, said means comprising a pair of arms mounted for movementA about a common pivot, one of said arms being joined to said control for rendering the other of said arms ineffective to move said first arm and actuate said control, a spring connected with said other arm having a force contrary to that of said motor, said spring, when said motor is inoperative, serving to move both of said arms about the common pivot to advance said control and increase the speed of said vehicle.

7. In a device for actuating a motor vehicle speed control, a vacuum motor operable during operation of the motor of said vehicle, means connecting said control with a reciprocable element of said vacuum motor, said means comprising linkage, said vacuum motor functioning, when the motor of said vehicle is inoperation, to move said means to ineffectual position. a spring for moving said means to advance said control when said vacuum motor is inoperative, a stop to limit the extent of advancement of said control through said means, andl remote control means for adjusting said stop to vary the limit of advancement of said control through said means by said spring.

8. In a device for actuating a speed control, a motor having a reciprocable element, means connecting said element with said control, said means being rotatable in one direction to advance said control and in the opposite direction to make said means inoperative with respect to said control, said motor being operable to render said means inoperative, and further means for rotating said means to advance said control, said further means being operable when said motor is not in eiect.

SCOTT F. BAKER. 

